Car-truck



No. 623,440. Patented Apr. l8, i899. .l. TAYLOR.

CAB TRUCK.

(Application filed nab. 1a, 1898.) (No Mqdel.) 6 Sheets-Sheet Z.

No. 623,440. Pa tentedApr. I8, I899.

J. TAYLOR.

GAB TRUCK.

(Applieation filed Dec. 16, 1898.) 4 (No Model.) 6 Sheets-Sheet 3.

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ia-alum Jumnm w d w no. 623,440. Patented Apr. 18,1899 .1. TAYLOR.

GAR TRUCK.

(Applicatiqn filed Dec. 16, 1898.)

(No Model.) 6 6 Sheets-Sheet-4.

No. 623,440. V Patented Apr. 18, I899.

J. TAYLOR.

CAR TRUCK.

(Application filed Dec. 16, 1898.)

(No Model.) 6 Shaets$haet 5.

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N0- 623,44 Patented Apr. l8, I899.

.1. TAYLOR.

CAR TRUCK.

(Application filed Dec. 16, 1898.) (No Model.) 6 Sheets-Sheet 6.

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q vi tmwomz @M UNTTEn STATES PATENT QEFIQET JOHN TAYLOR, OF TROY, NEYV YORK.

CAR-TRUCK.

SPECIFICATION forming part of Letters Patent No. 623,440, dated April 18, 1899.

Application filed December 15,1898. Serial No. 699 458. (N0 model.)

T 0 all whom it may concern:

Be it known that I, JOHN TAYLOR, of Troy, in the county of Rensselaer and State of New York, have invented certain new and useful Improvements in Oar-Trucks; and I hereby declare that the following is a full, clear, and exact description thereof, reference being had to the accompanying drawings, which for part of this specification.

This invention is an improvement in cartrucks especially designed for use on streetrailways in connection with electric motors.

The primary object of the invention is to provide a swing-motion short-wheel-base truck adapted to receive one or two motors that is, a motor on one or both axles in the same truck, if desired.

The swing-motion double truck has proved to be the most satisfactory, safe, and durable of the trucks used in steam-railway service, and as the electric roads are now using long cars there is an increasing demand for a similar type of truck for electric-railway service. The short wheel-base is also very essential in electric-railway construction on account of the short-radii curves necessarily used therein in turning street-corners, due. The swing-motion trucks of the common steam-railway type would necessitate a very long wheel-base in order to accommodate the motors, and such trucks are consequently unfitted for service on roads having short curves. A truck constructed in accordance with my invention, however, has a short wheel-base and an open space for the accommodation of the motors of substantially the full width between the hubs of the wheels and the full length between the axles under the center of the truck. Further, while by my invention I thus provide ample room for the motors I am enabled to bind the truck cent-rally and laterally by the employment of novel side yokes and a connecting cross tie-bar, which enables the central part of the truck to be left open, while maintaining a substantial tie between the sides of the main frame at the center of the truck to prevent it spreading when curving around corners. The tie-bar also forms an efficient support for the inner ends of the motors.

Electric-motor trucks are subject to heavy strains due to the motors, and these strains are usually most severe at the center of the truck, where there is either a lift-up or a pull-down strain (during the starting of the car or in climbing heavy grades) which tends to hump or sag the main frame of the truck. To effectually overcome or prevent injuries from these strains, I employtwin bottom bars, arch-bars interposed between the top and bottom bars, columns interposed between the arch-bar and twin bottom bars, and the side yokes interposed between the arcln bar and top bar or main frame, the whole being securely bolted or riveted together and making substantially rigid trussed sideframes for the truck.

The invention further relates to the novel construction of the equalizing-bar and in so constructing these bars that they will prevent the truck being tilted on the axles when the brakes are applied. In the ordinary construction when the brakes are applied to the wheels the frictional pressure on the brakeshoes causes one end of the truck to lift up, while the other is pulled down, as commonly seen in the stopping of a train at a railwaystation when the brakes are applied. This tipping causes a jerking and jumping motion of the car, and after it comes to a stop when the brakes are released the springs throw the frame into normal horizontal position, giving a very unpleasant pitching or throwing motion to the car.

It is also desirable and frequently required that electric-railway trucks be so constructed that the car-bodies can be placed low down, so that only one step will have to be used thereon, which is also possible with my invention.

I further preferably employ elliptical springs, which are hung on swinging links, and as it isrequisite that the outer ends of these springs must not project beyond the journal-boxes on account of the danger of striking obstructions in the streets, consequently the bottom of the swinging links which support the springs must be arranged a certain distance inside the frame and support the elliptical springs centrally. The

outer ends of the elliptical springs must also be sufficiently low down to permit the side ICO step of an open car to pass just above them, and yet the bottom of these springs must be kept sufficiently above the ground.

The foregoing desirable features and essential requisites of a swing-motion short-wheelbase truck for electric railways are all provided for in the construction of my improved truck, which is designed and adapted to accomplish exactly what the regular steam-railway type of swing-motion truck would do and at the same time to have a very short base with ample room for the employment of motors on both axles.

The invention is summarized in the claims attached hereto, and the accompanying drawings illustrate the best form of truck now known to me, together with some slight modifications of the details thereof; but I have not attempted to show all the variations which may be made in the invention by a skilled mechanic acquainted therewith.

Referring to said drawings, Figure 1 is a side elevation of my improved truck. Fig. 2 is a transverse section on line 2 2, Fig. 1, looking inward. Fig. 3 is a transverse section on line 3 3, Fig. 1. Fig. 4c is a detail top view of the truck, partly in section. Fig. 5 is a detail perspective View of one of the side yokes with tie-bar and truss-rod. Figs. 6 and 7 are respectively enlarged transverse sections on lines 6 6 and 7 7 of Fig. 5, looking in the direction of the arrows. Fig. 8 is a detail view of the equalizing-bar. spectively side and top sectional views of a slight modification of the side yoke and links. Figs. 11, 12, and 13 are respectively side, top sectional, and end views of another slight modification. Figs. 14, 15, and 16 are side, top section, and end views of another slight modification of the yoke; and Figs. 17 and 18 are detail side and top views of a modification of the bolster.

The main top frame A, arch-bars B, pedestal C, axle-boxes D, and twin bottom bars E are substantially like those shown in my truck Patent No. 507,050, dated October 17, 1893.

Resting upon the arch-barB at each side of the truck and interposed between said bar and the top frame A is an inwardly-projecting side yoke-casting F. These castings are constructed alike, but are oppositely disposed. The outer part F of each yoke has at its extremities vertical openings for the passage of tie-bolts 'g, which extend therethrough and through columns G, interposed between the arch-bars and the bottom bars E of the frame and through spanners G below the bottom bars, the arrangement being such that room is left between the said bars and the bolt g and between the columns G and spanners G for the accommodation of the members of the equalizing-bar, as hereinafter described. The arch-bars B, columns G, yokes F, and tie-bolts g make the sides of the truckframe very rigid and stiff. The front part F of the yoke is also provided with other open- Figs. 9 and 10 are reings F for the passage of short bolts or rivets that secure the yoke to the frame A and archbar B and with a central opening F for the passage of a bolt F which binds frame A, the arch-bar, the transverse cross tie-bar H, and the truss-rod anchor h together. This tie-bar H is a fiat metal bar set vertically edgewise, with its ends overturned so as to lie flatly upon the arch-bars and between them and yokes F and in position to be transfixed by the bolts F as shown in Fig. 3, the yokes having a recess F for the reception of the ends of said bar. The bolts F also secure in position the truss-rod anchor 71., through which the ends of the truss-rod H, underlying the tie-bar H, pass and are secured by pins or nuts, as shown. 72. are interposed between the truss-rod H and tie-bar H, as shown, so as to give greater rigidity to the latter.

It will be observed that the yokes F are rectangular frames, the front end F and sides lying in substantially the same plane and forming a U, while the rear end piece f is dropped below the plane of the sides, so that the ends of the swing-bolsterM can enter between the sides f of the yoke. Therefore the yokes form guides for the bolster in its vertical or horizontal movements. This end f is provided with a slotted depression f which embraces the tie bar, as shown, and is fastened thereto, said tie-bar supporting the inner ends of the yokes. The sides f of these yokes may be partly I-shaped in cross-section, as shown in Fig. 6, and partly U-shaped, as shown in Fig. 7. These U-shaped portions of the side pieces are nearer the inner end f and are provided in their lower webs with openings f for the passage of the swing-hangers J, which are U-shaped and threaded at their upper extremities, which pass freely through openings f and are secured bynuts j. These nuts j are concaved on their lower ends and rest in corresponding concavities in the bottom flange of the yoke at the upper ends of the bolt-openingsf as shown in Fig. 7. This allows a free lateral swinging motion of the hangers J. This swinging motion of the hangers may be provided for in various Ways-as, for example, by having the upper ends of the swinging hangers formed into rings or balls, as indicated in Figs. 9 and 10, or the yokes might be provided with depending ears f between which eyes on the upper ends of the hangers J are pivoted, as indicated in Figs. 11 and 12, or the nuts might be concaved on their bottoms and the yokes be formed with a convexed protuberance f around the hangerholes, as indicated in Figs. 14; to 16. The

yokesF are also provided with laterally-projecting ears by which any suitable brake mechanism may be suspended from the yokes. In the yoke shown in Fig. 15 provision is also made for duplicating the cross tie-bars H or using two cross tie-bars side by side.

The swing-hangers J depend below the tie- Chairs or king-posts.

bar and truss-rod, and upon each of them is mounted a pair of elliptical springs K, one at each side of the cross tie-bar. The upper ends of the adjoining springs are connected by a spring yoke-casting L, to which the ends of the swing-bolster M are attached. This bolster, as before stated, is guided in its play or movements by and between the sides of the yokes. As shown in Figs. 2 and 3, this bolster M consists of a lower fiat straight bar m, an upper inverted truss-bar m, and a casting miinterposed between the centers of said bars, so as to give rigidity thereto. As shown in Figs. 17 and 18, the bar m is retained, but a yoke-casting m is attached to the under side thereof and connected by bracerods m to the bar 071, near the extremities thereof.

Between the bottom bars E of the frame, at each side, is interposed an equalizing-bar N, composed of the crooked end castings n,(preferably formed of malleable iron or steel,) united by separated parallel horizontal bars N, the ends of which are preferably inserted in flanged recesses on each side of castings n and secured thereto by countersunk rivets, as shown. The castings n are preferably formed with the seats or, upon which the equalizing-springs O are supported. On the top of the journal-box is a half-ball 0, cast on it, and there is a corresponding recess a in the under side of the upper end of casting a, which receives this half-ball. By this device the journal-box is allowed to freely adjust itself to any variation or tipping caused by the inequalities of the road-bed. The castings n are also provided with projecting catches or lugs n or 71 which may be provided on their lower edges with rubber, leather, or any other substance which will deaden impact and which overreach the bolt and thimble e, by which the ends of the bottom bars E are secured to the inner legs of the pedestals or other stops 6 on the pedestals. These catches n will engage the bolts 6 (or other stop on the pedestals) when the brakes are suddenly applied to the car and prevent the unpleasant tipping of the truck-frame usually incident to the application of brakes in the ordinary construction of trucks, as hereinbefore pointed out. \Vhile the solid forged bar commonly used would seem stronger, the fact is that it is weakened by fastening the equalizing spring-seats to it; but with my improved constrnction the spring-seat and the crooked end are made in one piece. Furthermore, by forming the equalizer as described (with the parallel central connectingbars N having a space between them) it does not interfere with the vertical bolts g, which tie the centers of the sides of the truck together.

From the foregoing description and the drawings it will be observed that by the employment of the side yokes F and cross tiebar H, I practically do away with the cumbersome cross center beams, the use of which necessitates long wheel-bases. By thus doing away with the beam I am enabled to leave the center of the truck substantially unobstructed, and the entirespace between the hubs of the wheels (transversely) and the axles (longitudinally) can be utilized for the motor mechanism, and while the cross tie-bar II securely unites the side yokes and frames of the truck it also forms an excellent and necessary motor-suspension device at the-center of the truck.

It will also be noticed that the bolster has a full-swing motion transversely of the truckframe on the swinging hangers J and that it is suspended from and guided by the yokes F.

It will be also observed that while I have a very short wheel-base yet the greatest amount of room possible is provided for the motors, that a full-swing motion is provided for the bolster, that the objectionable tipping of the truck-frame when the brakes are applied will be prevented by the improved equalizer-bars, and that I am enabled to use elliptical springs advantageously in such positions that they will not project beyond the sides of the truck and are perfectly free and efficient in action.

Other advantages of the construction have been before pointed out, and I do not deem it necessary to further enlarge upon the merits of the invention or possible changes in the mechanical details thereof, which will be obvious to persons skilled in the art to which it appertains.

Having thus described my invention, what I therefore claim as new, and desire to secure by Letters Patent thereon, is-

' 1. In a truck, the combination of the top bar, the inverted-arch bar, the yoke-castings secured between the top bars and arch-bars at each side of the frame, the bottom bars the cross tie-bar supported upon said archbars and connected to said yoke-castings, the columns interposed between said arch-bars and the bottom bars of the truck, and the bolts securing said top bars, yokes, arch-bars, columns, and bottom bars, together, substantially as and for the purpose described.

2. In a truck, the combination of the top bar, the inverted-arch bars, the bottom bars, the yoke-castin gs secured between the top and arch bars at each side of the frame, the cross tie-bar supported upon said arch-bars and connected to said yoke-castings, the columns interposed between said arch-barand the bottom bars of the truck, and the through-bolts securing said top bar, yoke-casting, archbars, columns and bottom bars, together, with the truss-rod underlying the tie-bar, the trussrod anchor-castings attached to said yoke and arch-bar, and the chairs or king-posts interposed between the truss-rod and tie-bar.

3. The combination of the yokes attached to the side frames of the truck,'the cross tiebar connecting said yokes, the springs supported by said yokes at opposite sides of the tie-bar,and the bolster attached to said springs IOC and guided by said yokes, substantially as I described.

4. The combination of the yoke-castings attached to the side frames of the truck, the tiebar connecting said yokes, the swingin g han gers suspendedfrom said yokes, the springs on said hangers at opposites sides of the tie-bar and the bolster attached to said springs and guided by said yokes, substantially as described.

5. In a truck, the combination of the bolster-guiding yokes attached to the opposite sides of the frame, the transverse tie-bar connecting said yokes, the springs supported by said yokes, the bolster having its ends guided in said yokes and the connections between said bolster and the springs, substantially as described.

6. In a truck, the combination of the top bar, the arch-bars, the yokes secured between said arch-bars and top bar, the transverse tiebar connecting said yokes, the truss-rod for said tie-bar, the transversely-swinging hangers suspended from said yokes, the springs supported on said hangers at opposite sides of the tie-bar, the bolsterguided in said yokes and the connections between said bolster and said springs, for the purpose and substantially as described.

7. The herein-described yoke-castings and bolster-guides F having a front portion provided with bolt-holes for attachment to the truck-frame, a depressed rear end provided with a slotted depension, and sides provided with openings for the engagement of the swinghanger, substantially as and for the purpose described.

8. The combination of the truck-frame, and the car-axles,with an equalizing-bar provided at its ends with catches adapted to engage stops upon the pedestals to prevent tipping of the frame, for the purpose and substantially as described.

9. Theherein-described equalizing-bar,consisting of the crooked end castings, and the bars uniting said end castings, substantially as described.

10. The herein-described equalizing-bar, consisting of the crooked end castings provided with spring seats and catches, and the parallel bars uniting said end castings, substantially as described.

11. The combination of the truck-frame, axles and pedestals; with an equalizing-bar consisting of end castings, formed with projecting catches or lugs adapted to engage stops on the pedestals and prevent tipping of the truck-frame, and parallel bars connecting said end castings, for the purpose and substantially as described.

12. The combination with the truck-frame, the pedestals thereon, and the car-axles on which said frame is supported; of an equalizing-bar consisting of end castings each formed with spring-seats, and with outwardly-projecting catches adapted to engage stops on the pedestals and prevent tipping of the truckframe and parallel bars connecting said end castings; and the equalizing-springs interposed between the seats on said end castings and the top of the frame, for the purpose and substantially as described.

13. Ina truck, the combination of the rectangular frame shaped yoke castings attached at their outer ends to the sides of the main frame and extending inwardly toward each other, so that their main portions are entirely within the sides of the main frame; with the tie-bar supported upon the sides of the frame and extending below the castings and supporting the inner ends thereof and also rigidly connecting the inner ends of said castings so as to prevent lateral relative displacement thereof. V

14. In a truck, the combination of the rec tangular frame shaped yoke castings attached at their outer ends to the sides of the main frame and extending inwardly toward each other, so that their main portions are entirely within the sides of the main frame; and the tie-bar connecting said castings so as to prevent lateral relative displacement thereof; with the bolster-supporting springs suspended from the inwardly-extending parts of the yoke-castings, the spring-seats being entirely within and some distance removed from the sides of the frame, and the bolster supported on said springs.

15. In a truck, the combination of the rectangular frame shaped yoke castings attached at their outer ends to the sides of the main frame and extending inwardly toward each other, so that their main portions are entirely within the sides of the main frame; with the tie-bar supported upon the sides of the frame and extending below the castings and supporting the inner ends thereof and also rigidly connecting said castings so as to prevent lateral relative displacement thereof; with the spring-hanger suspended from the inwardly-extendin g parts of the yoke-castings so that the seats of the springs shall be entirely'within and some distance removed from the sides of the frame, the springs on said hangers and the bolster supported on said springs, substantially as described.

16. In a truck, the combination of the rectangular frame-shaped yoke-castings F attached at their outer sides to the sides of the main frame and extending inwardly toward each other, so that their main portions are entirely within the sides of the main frame; and the tie-bar supported upon the sides of the frame and extending below the castings and supporting the inner ends thereof and also rigidly connecting said castings so as to prevent lateral relative displacement thereof; with the truss-rod underlying said tie-bar having its ends attached to the sides of the frame, and the chairs between the rod and tie-bar, substantially as and for the purpose described.

17. In a truck, the combination of the top bar, the inverted-arch bar at each side of the frame, the opposite frame-shaped yoke-castin gs having their outer ends secured between the top bars and arch-bars, the inner end of said yoke-castings being dropped below the plane of the sides thereof so that the latter form bolster-guides; with the cross tie-bar rigidly connecting and supporting the inner ends of the yokes, and the bolster guided by said yokes, substantially as described.

18. In a truck, the combination of the frame, the similar opposite frame-shaped yoke-castings having their outer ends attached to the frame and their inner ends dropped below the planes of their sides so as to allow the ends of the bolster to be received between the sides of the yokes, the cross tiebar supporting and rigidly connecting the inner ends of the yokes, and the truss-rod underlying said tie-bar, the springs suspended from said yokes, the bolster guided by said yokes and the connections between the ends of the bolster and the springs, substantially as described.

19. In a truck, the combination of the top bar, the inverted-arch bar at each side of the frame, the opposite frame-shaped yoke-castings having their outer ends secured between the top bar and arch-bars, and their inner ends dropped below the plane of their sides so that their sides form bolster-guides; with the cross tie-bar supported on the arch-bars arch-bars and extending under and rigidly.

connecting the inner ends of the yokes; and the truss-rod underlying said tie-bar, with the spring-hangers suspended from the innerv ends of said yokes, the springs carried by said hangers, the bolster guided by said yokes and the connections between the ends of the bolster and the springs, all substantially as described.

In testiinon y that I claim the foregoing as my own I affix my signature in presence of two-witnesses.

JOHN TAYLOR.

In presence of- FRANK SHRANDER, HENRY A. KENNEY. 

